Electrically-operated signal for railway-crossings.



- No. 892,857. 7 PATENTED JULY 7, 1908.

G. W. LANCASTER.

ELBGTRIOALLY OPERATED SIGNAL FOR RAILWAY GROSSINGS.

APPLICATION FILED APB. 30 19071 2 SHEETS-SHEET 1.

w @07 6 Wi /353%; Mucous No. 892,857. APATENTED JULY 7, 1908. G. W. LANCASTER.

ELBCTRIGALLY OPERATED SIGNAL FOR RAILWAY OROSSINGS.

APPLICATION FILED APR. so. 1901.

' 2 SHEETS-SHEET 2 mnntoz I 'wmww 660232 'W.Lancasten l a? m akkomup UNITE KEATS PATENT OFFICE.

WAY CROSSING COMPANY, INC, OF RICHMOND, VIRGINIA, A CORPORATION OF VIRGINIA.

ELECTRICALLY-OPERATED SIGNAL FOR RAILWAY-CROSSINGS.

1 and State of Virginia, have invented certain new and useful Improvements in Electrically- Operated Signals for Railway rossings; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to improvements in signals and particularly to railroad crossing signals that are designed to be automatically operated upon the approach of trains.

The invention comprises the production of a plurality of signals that are designed to be thrown to danger or caution upon the apa proach of a train.

The invention. further comprises the production of a plurality of signals that are designed to be thrown to danger or to caution and at the same time autinnatically operating means for applying the brake of a train as the same passes any desired one of the signals after the same has been thrown to danger.

The object in view is the production of a crossing provided with signals that are designed to be operated upon the approach of trains upon either track so that either train may know the condition of the track crossing the one upon which. they are located.

Another object in view is the production of automatic mechanically operated means that are designed. to hold to danger signals on one track while a train on the track crossing the same is permitted to continue its travel regardless of the train on the lirst mentioned track.

Still another object in view is the production of a plurality of signals for railroad crossings that are designed to be held normally at safety by any desired kind of motor and when the train on either track approaches the crossing the motors that are holding the signals on the other track are deprived of power permitting either signal to fall to danger or caution as may be desired.

I/Vith these and other objects in view the invention comprises certain constructions, combinations and arrangements of parts as will be hereinafter more fully described and claimed.

Specification of Letters Patent.

Application filed. April 30, 1907.

LAN- l is Patented July 7, 1908.

Serial No. 371,152.

In the accompanying drawings :Figure 1 a diagrammatic view of a crossing constructed according to the present invention. Fig. 2 is an enlarged detail view of one of the relays and surroumling mechanism constructed according to the )rescnt invention. Fig. 1-3 is an enlarged dctai view of a signal and surrounding mechanism. Fig. 4 is an enlarged detail fragmentary view showing a solenoid or magnet and surrounding mechanism all forming part of the present invention. Fig. 5 is an enlarged detail fragmen tary view of the mechanism and connection positioned at the signal farthest from the crossing. Fig. 6 is an enlarged detail view ofone of the signals showing how mechanical movement is transmitted, therefrom.

In constructing a signaling system accord ing to the present invention I may install the same upon tracks as 1 and 2 that are simply single tracks crossing each other or if desired any number of tracks may be crossing each other and yet be provided with this system formed according to the present invention. The duplication of tracks would simply require all the trains running on the duplicate tracks to obey and to operate the signals in a similar manner to tracks 1 and 2 as disclosed in the drawings for the purpose of illustration. In establishing a system of signals according to the present invention I place a number of signals as 3, 4-, 5 and 6 at any desired distance from the crossing, but preferably about one half mile so as to provide a signal at a suflicient distance for the engineer to easily get his train under control before coming to the crossing. Signals 3, 4, 5 and (i are designed to be merely caution signals so that when the train passes one of the same when thrown to a caution position will understand that the other train is then at least within one half mile of the crossing and consequently will reduce the speed of the train until the train reaches one of the signals 7, S, 9 and 10. W'hen the train reaches one of the signals 7, 8, 9 or 10 the engineer will see by the position of the signals whether or not there is a train on the track crossing his and if such is the case he will not cross the crossing until the train ahead has crossed. However, in order to form a more perfect system I usually design one of the tracks, as for instance track 1, to be the main. or preferred track and track 2 the unpreferred track. Trains running on. preferred track 1 are de GEORGE \Y. LANCASTER, Ol RICHMOND. VIRGINIA, ASSIGNOR TO LANCASTER AUTOMATIC RAIL- signed to be given a preference over trains running over track 2, and if a train should pass, for instance, signal 3 and signal 4 at the same time and also at the same time pass signals 7 and 8, the trains passing signal 7 will be permitted to travel on its journey and the train passing signal 8 stopped by a mechanical or electrical operated train-brake as is disclosed in my copending applications Serial No. 359,165, filed Feb. 25, 1907, and Serial No. 359,164, filed Feb. 25, 1907. Brake operating means as these may be used or any preferred brake operating means which will cause the brakes of the train to be set when a train on track 2 attempts to pass either signal 8 or 10 when the same is at danger. If desired a device for setting the brakes of the' train may be placed at signals 7 and 9, but preferably I leave the same free from said operating means as it is desired to permit the train on that track to pass the crossing with out interruption, the signals 7 and 8 being observed by the engineer and consequently his slowing down previous to crossing track 2. If signals 7 and. 9 are at danger when a train comes to that position it will be evident to the engineer that a train has passed either signal 8 or 10, consequently unsafe for him to proceed across the crossing. The brake operating means positioned at 8 and 10 are designed to operate when any one of the four signals 7, 8, 9 and 10 are thrown to danger at the same time though it will be evident that whenever signals 8 and 10 are thrown to dan ger, brake operating means will be placed in operative position for stopping any trains that may attempt to pass the same.

In order to more clearly present the construction and operation of the same it will be assumed that a train has passed signal 3 on track 1 and is positioned between insulations 11 and 12. Nhen an engine as 13 has come into the subdivision between insulations 11 and 12 as disclosed in the drawings, current flows from battery 14 to wire 15, wire 16, one rail of track 1, engine 13, the other rail of track 1 and back to battery 14 through wire 17. At the same time a certain part of the current will flow through a solenoid or electromag net 18, wire 19, wire 17 and back to battery 14. The first-named circuit through engine 13 provides a path of the least resistance and consequently the major part of current from battery 14 will not pass through solenoid 18 and consequently will greatly weaken the same. When solenoid 18 is thus weakened spring 19 will cause arm 20 to break contact with wire 21 which in turn cuts out battery 22 from supplying current to wires 21 and 23, When wires 21 and 23 have been deprived of current, wires 24 and 25 also will be deprived of current. Vlhen Wires 24 and 25 have been deprived of current solenoid 26 will be deprived of current which in turn will permit contact arm 27 to be thrown over by a spring similar to spring 19 for depriving motor 28 of current from battery 29. hen motor 28 has been deprived of current the same will permit the signal arm or signal 6 to go to caution as the signal arm is much lighter than the spectacles.

A suitable stop 30 is provided as clearly seen in Fig. 3 so that when the arm 31 is permitted to move by the weight of the spectacles it will be prevented from going further than a predetermined distance. A suitable spring or cushion 32 is provided so that the sudden moving of the arm 31 to danger or caution will not injure the same. In Fig. 3 the cushion is so arranged as to stop the arm at caution, and also on signals 3, 4, 5 and 6 the same is positioned for stopping the signals at caution. The signals used in the present invention are of any desired or preferred construction, but they must be of such a structure as to be pivotally mounted, as for instance at 33, so that arm 31 may go to danger or caution signals according to the way stop 30 is positioned. A second stop 34 is provided below the arm 31 for limiting the downward movement of the arm so as to stop the arm at safety. When energized motor 28 will throw arm 31 to safety and hold the same in that position against stop 34. In holding the same in that position it will be evident that current from battery 29 will be continually flowing through motor 28 so that at any time that motor 28 is deprived of current the same will permit arm 31 to go to danger or caution position according to the position of stop 30.

- At the same time that solenoid 26 is deprived of current from wires 24 and 25 solenoid 35 is also deprived of current which will permit arm 36 to break the circuit of motor 37 and deprive the same of current from battery 38. When motor 27 is thus deprived of current the same will permit arm 39 of signal 4 to go to caution. As train 13 roceeds on to the track between insulations 1 1 and 12, the same will cause signals 4 and 6 to be set to caution as just described, but will not in the least affect signals 3 and 5. Signals 3 and 5 and surrounding mechanism are similar in every respect to signals 4 and 6 and are designed. to be operated in exactly the same way only by a train approaching the crossing over track 2 from elther direction. As described train 13 has approached the crossing from track 1 toward battery 14, but it will be perfectly evident that if the train approaches the crossing over track 1 toward signal 5 between insulations 40 and 41, that signals 4 and 6 would be operated in a similar manner. lation 40 toward 41 it will deprive solenoid 43 of current by affording a path of less resistance for current from battery 42. The deenergizing of solenoid 43 will permit arm 43 to break the circuit through wires 44 and 45 As the train passes insurespectively,

for cutting out battery 46. When battery 46 is cut out wires 44 and and also wires 24 and 25 will be deprived of current together with connecting mechanism as heretofore described. As train 13 continues along track 1 until it passes insulation 12 it will set signals 8 and 10 to danger. As soon the front wheels of train 13 passes insulation 12 solenoid 49 is short circuited, through wire 47, one of the rails of track 1, train 13, the other of the rails of track 1 and wire 48. The solenoid 49 will thus be deprived of current or so weakened as to permit arm 50 to break contact between wires 51 and 52. hen the contact has been broken current from batter 53 will cease to flow through wires 51 anc 52. hen wires 51 and 52 have thus been deprived of current wires 54 and 55 will also be deprived of current which will in turn cause solenoids 56 and 56 to be deenergized. The deenergizing or weakening of solenoids 56 and 56 will cause arinatures or arms 58 and 59 to break the circuits of batteries 60 and 61 which, having been broken, motors 62 and 63 will be deprived of current which will permit arms 64 and 65 of signals 8 and 10 to go to danger. From this it will be observed that signals 8 and 10 will be thrown to danger by the failure of current in electrically operated means, when an engine passes insulation 12, but signals 7 and 9 will not be affected by electrically operated means when a train passes over track 1. However, when signals 7 and i) are thrown to danger by a train on. track 2 passing insulation 7 9 the will pull wires 73 and 74 liy means of levers and 76 Hit rods 70 and 71. When wires 73 and 74 are pulled the same will act through a suitable turn-stile 72 and will pull wires 66 and 67, respectively, which acting upon levers 65 and 69 will hold signals 8 and 10 at safety. The wires 73 and 74 and 76 and 67 have interposed intermediately the length thereof suitable springs 73 and 66 respectively for giving a yielding pull.

It will be seen that the wires 66 and 67 and 73 and 74 are of such a length as to hold one set of danger signals to safety while the other set is at danger. From this it will be observed that when train 13 enters between insulation 12 and the crossing the same will cause signals 8 and 10 upon the cross tracks to be set at danger and signals 7 and 9 to be set at safety.

In order to connect the rails between insulation 12 and insulation 41 I bond by wires 77 and 78 and also bond rails of track 2 between insulatious 7i) and 80 by wires 81 and S2. Suitable insulation as 83 is provided for insulating the rails of tracks 1 and 2 from each other at the point of crossing so as not to confuse the signals of one track with the other. After train 13 has crossed the crossing and passed over insulation 41 batteries 53 and 14 will be permitted to again energize solenoids 43 and 1S and again energize the various mechanisms for throwing to safety the various signal devices that had been operated. After the signals have been again placed to safety the track is again free for passage of another train across the crossing.

A train as 84 on track 2 is designed to operate the signals 5, 5, 7 and 6 in a similar way and by similar mechanism to the way that engine 13 operates the signals on track 2 and, therefore, will need no extended description.

By the operation of thesignal system according to the present invention when a train approaches the crossing the same sets the signal upon the cross track, first at caution when the train is considerably distant from the track and again set another set of signals on the cross track on each side of the track upon which the train is located, at danger so as to protect the train so setting the signals from any trains on the cross track. The main or preferred track is designed to set the signals and also train stopping means so as to positively stop a train on the cross track if the said train is passing the signals at the same time that the train on the preferred track is passing the same. The train on the cross track will also set signals on the preferred track and if a train on the cross track reaches the signals first when passing the same the signals on the preferred track will with the same in the usual way and permit the train on the cross track to proceed on its journey. As will be clearly seen from Fig. 1 of the drawings it is designed to have the danger signals at any desired distance on each side of the crossing though considerably nearer the same than the caution signals so that when a train passing on either track will first set the caution signal or will observe one, and if there is a caution signal already up the train will proceed at a slower speed until it has reached the signal that is designed to beset at danger or safety and if the signal is set at danger the train will not make the crossing until the danger signal is returned to safety. From this eonstructioi and arrangement it will be substantially impossible for trains to collide at the crossing as the preferred track has two signals to pass before making a crossing and the cross track has two signals and also if a train desires to cross the preferred track at the same time that a train on the preferred track desires to'cross the cross track, it will be stopped by an automatic train stopping device automatically set by trains on the preferred track. The. motor which operates the signal at the same time connects with a derail switch of any desired kind, so when the signal is standing to danger, the derail switch is open. This is done by a connecting rod from the derail switch to the signal or motor. This switch can be thrown by the weight of the signal or by tlie running of the motor as .desired to open and close this switch commonly known as a derailing switch.

What I claim is 1. A device of the character described, comprising a plurality of signals on each side of each track of a crossing, electrically operated means for permitting some of the signals on each track to be operated as the train approaches said crossing, and mechanical means for holding some of said signals against movement.

2. A device of the character described, comprising a plurality of signals on each side of each track of a crossing, electrically operated means for holding at safety said signal, means for depriving the electrically operated means on the cross track of current for permitting said signals to fall to danger by gravity when a train approaches the said crossing on the main track, and mechanically operated means for holding some of said signals at safety while the remaining signals go to danger.

3. A device of the character described, comprising a crossing provided with signals on the cross track on each side of said crossing and with signals on the main track on each side of said crossing, electrically operated means for holding said signals at safety, and means for permitting one set of the same to fall to danger as a train approaches said crossing, the signals going to danger being on the track that is being crossed.

i. A device of the character described comprising a plurality of signals on each track on each side of crossing, means for throwing some of said signals to caution as a train approaches the same, and means for throwing to danger the signals nearest the crossing as the train approaches said crossing.

5. A device of the character described comprising a plurality of signals on each side of said crossing on the cross track, a plurality of signals on each side of said crossing on the main track, means for supplying current for holding said signals at safety, means for breaking the circuit of said current of one set of signals upon the approach of a train for setting said signals.

6. A device of the character described, comprising a crossing formed with a plurality of divisions, a signal positioned in each division at the end thereof, and electrical means connected to said. divisions for holding the signals at safety, and means for depriving said electrical means of current upon the entering of a train into any of said divisions, the depriving of current to said electrical means being designed to permit said signal to be set.

7. A device of the character described comprising a crossing provided with a plurality of signals upon each side thereof, electrical means for holding said signals at safety, means for depriving the holding means of current of the signals farthest from the cross ing as a train passes said signal and means for depriving the holding means of the signals nearest the crossing of current upon the approach of a train for permitting said signal to move to danger.

8. A crossing signal system comprising a plurality of signals on each side of said crossing, electrical means for holding at safety all of said signals, means for depriving said electrical means of current upon the approach of a train and means for cushioning the effect of the setting of said signals.

9. A device of the character described comprising a plurality of signals positioned on each side of a crossing, means for operating said signals and an electrical magnet for depriving said operating means of current upon the approach of a train and means for holding the signals t9 their set position.

10. A device of the character described comprising a plurality of signals upon each side of a crossing, electrically operated means for holding said signals at safety, means for depriving said operating means of current for permitting said signals to fall to a predetermined position and mechanically operated means for holding some of said signals against operation by a second train approaching the crossing.

11. A device of the character described comprising a plurality of signals upon each side of the crossing, electrically operated means for holding said signals at safety, means for permitting the depriving of current of said electrically operated means, wires for connecting motion mechanically from some set signals to other set signals and a turn-stile for connection of said wires.

12. A device of the character described comprising a plurality of caution signals at a railroad crossing, of danger signals positioned near to said crossing and said caution signals, means for electrically throwing some of said signals to danger upon the approach of a train and a turn-stile and connecting wires for holding at safety the remaining danger signals.

13. A device of the character described comprising caution signals positioned near a crossing, danger signals positioned between said caution signals and said crossing, means for permitting some of said danger signals to go to danger on the approach of a train, a turn-stile and connecting wires for holding the remaining danger signals at safety and springs interposed between said wires and said turn-stile for yielding strain.

l l. A device of the character described comprising caution signals upon each track 1 near a crossing, danger signals on each track I between said caution signals and said cross- In testimony whereof I al'IiX my signature 1ng designed to be operated upon the ap in presence of two Witnesses.

roach of a train toward said crossin and 1 ,7 k l H- Y um-stile connecting the means for nie oham (JLORGE LANLASULR' 5 ically holding to safety the danger signals on \Vitnesses:

the track upon which the approaching train E. A. BARBER, is located. MAMIE DUR'VIN. 

